Fluid-pressure brake.



W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLIUATION FILED APR. 5, 1907.

Patented Oct. 27, 1914.

3 BHEBTS-SKEET 1.

? Att'y.

W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED APR. 5, 1907.

Patented Oct. 27, 1914.

3 SHEETS-SHEET 2.

j'gg. J.

Id l I I WITNESSES THE NORRIS FEYFRS CO. PIIuIO-LITHQ, WASH/NGYON, n. (t

W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED APR. 5, 1007.

Patented 0015.27, 1914.

3 SHEETSBHEET 3.

' f/fiecpeflcy INVE Atty,

v w W UNITED STATES PATENT OFFICE.

WALTER V. TURNER, 0F EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A. CORPORATION OF PENNSYLVANIA.

FLUID-PRESSURE BRAKE.

Specification of Letters Patent.

To all whom it may concern Be it known that I, WALTER V. TURNER, a citizen of the United States, residing at Edgewood, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Fluid-Pressure Brakes, of which the following is a specification.

This invention relates to automatic fluid pressure brakes, and has for one object to improve generally on the construction and operation of the devices shown and described in my prior Patents Nos. 7730 13 and 836720, dated Oct. 25, 1904, and Nov. 27, 1906, respectively, and Patent No. 836682, granted jointly to myself and George R. Henderson, dated Nov. 27, 1906.

Another object is to provide improved means for regulating the supply or flow.

of air to the train pipe, andalso improved means for controlling the supply of fluid under pressure fromthe train pipe to the auxiliary reservoir while the brakes remain applied.

Another object is to provide improved means for recharging the auxiliary reservoir after an emergency application of the brakes.

In the accompanying drawings: Figure 1 is a diagrammatic view showing one form of my improvement applied to a standard fluid pressure brake equipment; Fig. 2 an elevational view of a portion of an engineers brake valve partly cut away to show the relative positions of the rotary valve and the auxiliary feed control valve, in the recharging position; Fig. 3 a plan view of the engineers brake valve seat showing the arrangement of ports therein; Fig.4 a face view of the rotary valve, showing the relative location of the ports and cavities therein; Fig. 5 a central sectional view of the regulating valve mechanism; Fig. 6 a similar view of the equalizing valve mechanism, which is connected to the regulating chamher and the equalizing reservoir; Fig. 7 a

section of the regulating valve taken on the line :v-zc of Fig. 5; Fig. 8 a central sectional view of a pressure reducing valve for controlling the pressure of air admitted to the regulating valve mechanism from the source of supply; Fig. 9 a similar view of the valve mechanism for controlling the admission of fluid from the train pipe to the auxiliary reservoir while the brakes are applied; Fig. 10 a central sectional view of a triple valve device partly broken away, showing the relative arrangement of the additional ports and passages for supplying fluid to the auxiliary reservoir; Fig.; 11 a transverse sectional view on line y-fl of Fig. 10, showing the location of the additional passage in the triple valve casing which is adapted to connect with the auxiliary reservoir recharging valve; Fig. 12 a plan view of the main slide valve seat, showingthc arrangement of ports; Fig.13l a face view of the main slide valve, showing the arrangement of and Figs. 14 to 19, inclusive, views of the valve seat of the engineers brake valve, showing the relative location of the ports with respect to each other in the positions of release, running, service, lap, recharging and emergency, respectively. a As shown in Fig. 1 of the drawings, my invention may be applied to a standard automatic air brake equipment, comprising an engineers brake valve 1, connectedby diagrammatic pipe 2 with the train pipe 3;by pipe 4:with

Patented Oct. 2'7, 1914.

ports and cavities;

the main reservoir, and by pipe (iwith the equalizing reservo r 5, on the engine, and

on each car a triple valve 7 connected to the train pipe 3 by a branch pipe 8, a brake cylinder 9, and an auxiliary reservoir 10 arranged in the usual way.

In addition to the standard equipment, a

the engine is provided with a regulating valve 11 for controlling the supply or flow of air to the train pipe while the brakes are applied, which comprises a casing12 having a chamber containing a movable double headed abutment provided with heads or diaphragms 13 and 14:.

The heads 13 and 14 are separated by spacing members, such as the rods 15, so as to form an intermediate chamber 16. The chamber 16 is connected by pipe 17 with a supplemental supply port 30in the seat of the rotary valve of the engineers brake valve 1.

The chamber 18, above the head or diaphragm 13, communicates with the supply pipe 17, through a passage 19 and a small orifice 20, which regulates the rate of flow to the chamber 18. The other head 14 is subject to train pipe pressure, admitted to the chamber 21, through a pipe 22 communicating with the train pipe.

The inner faces of both diaphragms 13 and 14, being exposed to the same pressure of the chamber 16, the movement of the double headed abutment is controlled by the opposing pressures of the train pipe and the regulating chamber 18 acting on the outer faces of the heads. A supply valve 23, mounted on the inner faceof the diaphragm 14, controls the feed of air from the intermediate supply chamber 16 to the train pipe, through a port 24, and a passage 25, which may be conveniently located in a partition wall 26 intermediate the dia phragms 13 and 14, and communicates with the chamber 21, which is open to the train pipe. rise of pressure in the diaphragm chamber 18, the volume thereof is preferably in creased by a reservoir 27 communicating with said chamber 18 through a pipe 28.

It is desirable that the maximum pressure of the air admitted to the train pipe in the operation of recharging the auxiliary reser- ,voir while the brakes are applied, be limited to a point somewhat below the maximum pressure available for releasing the brakes, so that the brakes may be readily released atall times, and for this purpose a reducing valve 29, such as the one shown in Fig. 8,

may be located in the pipe 17 leading to the supply chamber 16 of the regulating valve. The admission of air to the regulating valve 11, through the pipe 17, is controlled by the engineers brake valve 1. A passage 30, leading from the valve seat 31 of the rotary valve 32, communicates with the pipe 17 and the admission of air thereto is controlled by the movement of said rotary valve 32, which is, for this purpose, provided with an annular cavity 33, containing an auxiliary'control valve 34 adapted to have free movement therein. The port opening of the passage 30 is located near the usual train pipe feed port 35, so that said auxiliary valve 34 may control both ports. A port 36 in the rotary valve connects said cavity 33 to the main reservoir supply chamber of the engineers valve, as shown in Fig. 2 of the drawings.

The relative positions of the auxiliary valve 34 and the feed ports are shown in Figs. 14 to 19, inclusive. In release position of the rotary valve 32, as shown in Fig. 14,

the cavity 33 opens the preliminary exhaust port 37, and the passage 30 through a small extension 38 of cavity 33, to the main supply chamber of the engineers brake valve, the other ports and cavities being in their usual position. In running position, Fig. 15, as attained in the movement from release position, the auxiliary valve 34 lags to the rear of cavity 33, so that the regular train pipe feed port 35 is open to the main reservoir supply chamber. The recharging feed port 30 is also open to said supply chamber In order to obtain a more gradual through the small extension 38 of the cavity 33 and a restricted extension 40 of the port 30. In service position, Fig. 16, the recharging feed port 30 is lapped, and the feed port 35 is covered by the auxiliary valve 34. In lap position, Fig. 17 the feed ports remain closed, as also in the emergency position, Fig. 19. The. position for recharging is attained on movement of the brake valve handle from the application or lap positions to running position, but as the auxiliary valve 34 lags in the cavity 33 the recharging feed port 30 is now uncovered, while the usual trainpipe-feed port is closed by the auxiliary valve 34.

The operation of my invention so far as described, is as follows: The brakes being applied, the brake valve handle is returned to recharging position, as shown in Fig. 18, in which air from the main reservoir flows from the supply chamber of the brake valve through port 36 and cavity 33 in the rotary valve to the passage 30 and pipe 17, thence to the regulating valve 11, entering the diaphragm chamber 18, through the orifice 20. The orifice 20 being of small size, the pressure in the chamber 18 and reservoir 27 rises slowly, and when slightly in excess of the train pipe pressure in chamber 21, operates the regulating abutment, which opens the valve 23 and admits air from the regulating valve supply chamber 16 to the trainpipe. l Vhen the train pipe pressure exceeds that in the regulating chamber 18 the valve 23 closes and cuts oh? the flow to the train pipe. In practice, the valve23 opens just enough to permit a substantially uniform flow to the train pipe, corresponding with the predetermined size of the orifice 20. It will thus be apparent that the apparatus so fardescribed will regulate the How of air to the train pipe, regardless of the length of the train, and furthermore, by properly proportioning the orifice 20 such flow will not be sufficient to move the triple valve piston to release position.

It is necessary to provide means for controlling the flow of air from the trainpipe to the auxiliary reservoir around the triple valve, and according to my present invention, a preferred form of which is shown in Fig. 9, comprises a casing 41 having a chamber 42 containing a movable abutment or diaphragm 43, subject on one side to the pressure of a'sprin'g 75, and on the other to train pipe pressure. a Train pipe air is supplied to saidabutment 43 through a pipe 44, which preferably communicates with a passage 45 in the triple valve casing, opening into the triple piston chamber, near the emergency gasket, as shown in Fig. 10, for a purpose hereinafter described.

The abutment 43 operates a valve 46, which controls the admission of train pipe air from the chamber 42 above the abutment 43 to a second chamber 47, the chambers be a 50 for controlling a communication to the auxiliary reservoir through a pipe 51., The abutment 49 is subject on one side to fluid pressure in the chamber 47, and on the other side, when the valve 50 is open, to auxiliary reservoir pressure. A passage 52 through the abutment 49, and opening. to the opposite sides thereof, is controlled by a stationary valve 53, which is adapted to be unseated by movement of the abutment 49. A light spring 54 acting on the said abutment seats the valve 53 when the fluid pressures on the opposite sides of the abutment 49 are substantially balanced.

The communication from the recharging device to the auxiliary reservoir is controlled preferably by the main slide valve of the triple valve, and for this purpose the pipe 51 communicates with a passage 55, in the triple valve body, having a port 56 in the main slide valve seat, as shown in Figs. 10 to 12. The port 56 is located so as to register with the usual emergency cavity 57 in the main slide valve, in service position, to establish communication from said port 56 to the main slide valve chamber 58 of the triple valve, and auxiliary reservoir 10.

The spring 75, acting on the abutment 43, is of-such tension that a train pipe pressure on the abutment, somewhat less than normal pressure, will move the abutment and thereby allow the valve 46 to close, said valve being then held to its seat by the pressure of a spring 59, which is of sufficient strength to hold the valve seated at normal train pipe pressure. The recharging of the auxiliary reservoir to full normal pressure by means of the recharging valve is thus prevented,whieh insures that the brakes may always be released by increasing the train pipe pressure to the usual normal degree.

Upon a red iction in train pipe pressure, in making an application of the brakes, the abutment 43 lifts the valve 46 from its seat so that train pipe air flows into the chamber 47 If it is now desired to recharge the auxiliary reservoir, the engineers brake valve handle is moved to the recharging position, in which fluid under pressure is admitted to the train pipe, as hereinbefore described, and entersthe chamber 47. As soon as the pressure in said chamber exceeds the pressure on the opposite face of the abutment 49, which is now open to the auxiliary reservoir, said abutment moves and unseats the valve 53, but as the pressure rises slowly in the train pipe it is not sufficient to seat the valve 50, which controls communication to the auxiliary reservoir,

so that train pipe air now flows through the passage 52 into the pipe 51, thence to passage through port 56 and cavity 57 in the main slide valve to the triple valve chamber and auxiliary reservoir, thereby recharging the auxiliary reservoir.

In making applications of the brakes, as the train pipe pressure diminishes, the pressure in the regulating chamber reduces by the return of fluid pressure through the orifice 20 and the valve 23, but as said orifice is small, it is evident that should it be .de-

sired to recharge the auxiliary reservoir immcdiately after a brake application, the pressure in the regulating chamber 18 may not be reduced suilicicntly so as to properly control the train pipe feed. In order to rapidly equalize the pressure in said regulating chamber 18 and the train pipe, an equalizing valve 60 may be employed.

According to the present construction, the equalizing valve comprises a casing, 61 having a chamber (32 which contains a diaphragm 63. Said diaphragm is subject on one face to equalizing reservoir pressure, with which it communicates through a pipe (34, and on the opposite side to regulating reservoir pressure through a pipe 65. The diaphragm (33 operates a valve 66, which controls communication from the regulating reservoir side of said diaphragm to a pipe (57 opening into the train pipe. It will be obvious that if the pressure in the regulating chamber 18 reduces more slowly than in thd equalizing reservoir the valve 66 will open and vent regulating chamber air to the train pipe, so that the pressure therein reduces at substantially the same rate as in the equalizing reservoir.

In my prior Patent No. 773043, means are disclosed for aiding the increase in train pipe pressure, after an emergency or full service application of the brakes, in movlngthe triple valve piston from the emergency seat, and a gradual increase in train pipe pressure moves the triple piston to lap position, uncovering the recharging port.

According to the present invention, after an emergency application of the brakes, the triple valve piston 71 being seated on the emergency gasket in the usual way, the enginccrs brake valve may be turned to the recharging position so as to produce a gradual increase in the train pipe pressure, in the manner hercinbefore described. As soon as the combined pressures of the train pipe, the graduating spring 68, and the emergency spring (39 slightly exceed the auxiliary reservoir pressure and the resistance of the main slide valve and piston, said piston moves to the dotted position shown in Fig. 10, in which the passage 45 to the recharging valve is uncovered. Fluid from the train pipe then flows through the passage 45, pipe 44 to the recharging valve device,

and thence, as described in service applications, to the outlet pipe 51, which leads to passage and port in the main slide valve seat. The port 56 is uncovered by said main valve in this position, so that air flows therefrom to the main slide valve chamber and auxiliary reservoir. The brake cylinder is still in communication with the auxiliary reservoir at this time through the usual. emergency port and brake cylinder port 65), so that the pressure therein is augmented according to the increase in train pipe pressure, and may be maintained regardless of leaks, until it is desired to release the brakes.

An important advantage of this con struction is the ability to maintain the brake cylinder and auxiliary reservoir pressure on grades, especially after a full service application of the brakes when the auxiliary reservoir and brake cylinder pressures become equalized, as by placing the brake valve handle in the recharging position the train pipe pressure is gradually increased, so that the auxiliary reservoir and brake cylinder pressures are augmented and maintained without moving the triple valve to release position.

The regulating valve device of my present invention avoids the use of double balanced valves with the well known diflioulties of properly seating both the valves.

In the engineer s brake valve, a simple auxiliary valve mechanism accomplishes the results heretofore obtained by employing a special engineers brake valve handle and a lever mechanism operated thereby. lt will also be noted that the valve device for controlling the admission. of train pipe air to the auxiliary reservoir while the brakes are applied will not permit the auxiliary reservoir to become charged to normal pressure whether the rise in pressure in the train pipe is slow or rapid, consequently there will always be a sui'licient differential of pressure available between the auxiliary reservoir pressure and the normal pressure, so that the brakes may readily be released at all times. 1

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is 2- 1. In a fluid pressure brake, the combination with a train pipe and an engineers brake valve having a main control valve with a train pipe feed port, 01" means operated by said main valve for controlling said train pipe feed port.

In a fluid pressure brake, the combination with a train pipe and an engineers brake valve having a main valve with a train pipe feed port, of a supplemental VfllVGOPQlj'HbGCl by said main valve for controlling said train pipe feed port.

In a fluid pressure brake, the combination with a' train pipe and an engineers brake valve having a main valve for controlling the supply of air to two train pipe feed ports, of a supplemental valve operated by said main valve in moving from a brake applied position for opening one port and closing the other.

4t. In a fluid pressure tion; with a train pipe and a manually operated main valve for supplying air to two train pipe feed ports, of a supplemental valve operated by the movement of said main valve in onedirection to open one feed port and in the opposite direction to.

open the other.

In a fluid pressure brake, the combination with a train pipe and a manually opera-ted main valve for supplying air to a train pipe feed port, of a supplemental valve operated by said main valve and adapted to open said port on movement of the main valve from brake applied .positions.

0. In a fluid pressurebrake, the combination with a train pipe and a manually operated valve for supplying air to a train pipe :leed port, of a supplemental valve operated by the movement of said main valve to running position from a brake applied position for opening said feed port, and adapted to close said port by movement of the main valve to running position in the opposite direction.

7. In a fluid pressure brake, the combination with a train pipe and a manually operated main valve for supplying air to the normal train pipe feed port and an additional feed port, of a supplemental valve operated by movement of said main valve to running position from a brake applied position for opening the additional feed port, and adapted to open said normal feed port by movement of said main valve to running position in the opposite direction.

8. In a fluid pressure brake, the combination with a train pipe and an engineers brake valve, of a valve device for regulating the supply of air to the train pipe, comprising a movable abutment subject to the opposing pressures of the train pipe and a regulating chamber and having two heads, and means operated by said abutment for controlling communication to the trainpipe from the space intermediate the heads.

9. in a fluid pressure brake, the combination -with a train pipe and an engineers brake valve, of a valve device for regulating the supply of air to the train pipe, comprising a movable abutment subject to the opposing pressures of the train pipe and a regulating chamber and having two heads forming a supply chamber, and means operated by said abutment for controlling communication to the train pipe from said supply chamber.

brake, the combina- 10. In a fluid pressure brake, the combination with a train pipe and an engineers brake valve, of a valve device for regulating the supply of air to the train pipe, com prising a movable abutment subject to the opposing pressures of the train pipe and a regulating chamber and having two heads with an intermediate chamber, means for supplyingair to said chamber, and a valve operated by said abutment for controlling communication to the train pipe from said supply chamber.

11. In a fluid. pressure brake, the combination with a train pipe and engineers brake valve, of a valve having a single seat for controlling the, supply of fluid to the train pipe, and a movable abutment connected to said valve and operated by the opposing pressures of the train pipe and a regulating chamber for controlling said valve.

12. In a fluid pressure brake, the combination with a train pipe and engineers brake valve, of a valve having a single seat for controlling the supply of fluid to the train pipe, and a movable abutment having two heads subject to the opposing pressures of the train pipe and a regulatingchamber for operating said valve.

13. In a fluid pressure brake, the com bination with a train pipe and engineers brake valve, of a valve having a single seat for controlling the supply of fluid to the train pipe, and a movable abutment, subject to the opposing pressures of the train pipe and a regulating chamber, and having two heads forming a fluid supply chamber for operating said single seated valve.

14:- In a fluid pressure brake, the combination with a train ipe, auxiliary reservoir, and a triple va ve device, of a recharging valve device comprising means for controlling the admission of air from the train pipe to the auxiliary reservoir while the brakes are applied and means for closing communication from the train pipe to said controlling means at a predetermined train pipe pressure and independently of the movement of the triple valve device.

15. A recharging valve device comprising a piston and valve for controlling the admission of air to the auxiliary reservoir While the brakes are applied, and an abutment subject to train pipe pressure for cutting off the supply of air to said valve at a predetermined train pipe pressure.

16. A recharging valve device comprising means for controllingthe admission of air to the auxiliary reservoir while the brakes are applied, a valve for controlling the air supply to said means, and an abutment subject to the opposing pressures of the train pipe and a spring for closing said valve at a predetermined train pipe pressure.

17 Arecharging valve device comprising a valve for controlling the admission of air to the auxiliary reservoir while the brakes are applied, a movable abutment subject to the opposing pressures of the auxiliary reservoir and a chamber for operating said valve, a valve controlled by said abutment for supplying air from said chamber to said control valve, and means for controlling communication from the train pipe to said chamber and adapted to close said communication at a predetermined train pipe pressure.

18. In a fluid pressure brake, the combination with a triple valve and train pipe, of a valve device for controlling the supply of fluid to the auxiliary reservoir while the brakes are applied, and means in said triple valve for supplying fluid through said valve device to the auxiliary reservoir in the emergency position of the main slide valve of said triple valve.

19. In a fluid pressure brake, the combination with a train pipe and a triple valve comprising a main slide valve and piston, of a valve device for recharging the auxiliary reservoir while the brakes are applied, and means, operating in emergency applications of the brakes, for moving said piston and main slide valve from emergency position and thereby open a communication for supplying fuel to said rechargingvalve device.

20. In a fluid pressure brake, the combination with a train pipe and a triple valve having a main piston and a main slide valve, of a valve device for supplying fluid to the auxiliary reservoir while the brakes are applied, said valve device having its auxiliary reservoir communication controlled by said main slide valve.

21. In a fluid pressure brake, the combination with a train pipe and a triple valve having a main piston and a main slide valve. of a valve device for supplying fiuiu to the auxiliary reservoir While the brakes are applied, said valve device havingan auxiliary reservoir communication adapted to open on movement of said main slide valve to the emergency position.

22. In a fluid pressure brake, the combination with a train pipe and a triple valve having a main piston and a main slide valve, of a valve device for supplying fluid to the auxiliary reservoir while the brakes are applied, said valve device having an auxiliary reservoir communication adapted to be opened in the emergency position of said main slide valve, and a train pipe supply communication adapted to open on movement of said triple valve piston from its extreme emergency position.

23. In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir, and triple valve, of a recharging device governed by auxiliary reservoir pressure for controlling the supply of air pm the train pipe to the auxiliary reservoir and means subject to train pipe pressure for controlling communicatlon from the train pipe to said recharging device.

24:. A compensating valve for controlling train pipe pressures and comprising two between them, a fluid pressure supply leading into the space between said diaphragms,

a valve operated by the movement of said diaphragms in one direction to' permit air to flow from said space to the train pipe and means for maintaining a variable controlling pressure on one of the diaphragms.

In testimony whereof I have hereunto set my hand.

lVALTER V. TURNER.

Witnesses:

R. F. EMERY, J. B. MAOD NALD.

Writer; of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D W 

